Internal-explosive engine



Jan. 3, 1928.

' w. N. TITUS INTERNAL EXPLOSIVE ENGINE Filed Jan. 9. 1926 4 Sheets-Sheet l I ve tqr. main I 9a Jan. 3, 1928. I 1,554, 99

w. N. TITUS INTERNAL EXPLOSIVE ENGINE *4 Sheets-Sheet 2 Filed Jan. 9, 1926 Jan. 3, 1928.

W. ,N. TITUS INTERNAL EXPLOSIVE ENGINE Filed Jan. 9. 1926 4 Sheets-Sheet 5 Jan. 3, 1928. 1,654,999

w. N. TIITUS INTERNAL EXPLOSIVE ENGINE Filed Jan. 9'. 1926 4 Sheets-Sheet 4 Patented den. 3, 1928.

UNITED STATES WILLIAM N. TITUS, OF ERIE, PENNSYLVANIA.

INTERNAL-EXPLOSIVE ENGINE.

Application filed January This invention relates to internal combustion engines, and particularly of the type known as two cycle engines in which there is one explosion at each revolution of the crank shaft.

In carrying out my invention 1 use two workin cylinders in which are the usual pistons from which connecting rods extend to oppositely disposed cranks on the crank shaft.

The working cylinders are mounted on a crank case which encloses the cranks on the crank shaft. Adjacent to the working cylinders is a cylinder and piston mechanism adapted to craw a rneasired volume of explosive fluid from a carburetor mechanism and force it into one of said working cylinders when the piston therein has completed its downward travel. This cylinder and piston mechanism is operated directly from the crank shaft of the engine, thus eliminating all valves, springs and cam-shafts, timing chains gears and other parts necessary in the construction of an ordinary four cycle motor.

In this motor the two working cylinders do the work of four cylinders in a four cycle motor because there is an explosion in each working cylinder at each rotation of the crank shaft.

These and other features of my invention are hereinafter explained and pointed out, and are illustrated in the accompanying drawings in which:

Figure 1 is a plan view of an internal eX- plosive motor embodying my invention.

Figure 2 is a side elevation of the same.

Figure 3 is a. vertical section of one of the working cylinders on the line 33 in Fig. 2.

Fig. l is a longitudinal sect-ion of the same on the line l4: in Fig. 1.

Figure 5 is a vertical section of the feeder cylinder and piston mechanism of my invention on the line 55 in Fig. 1.

Figure 6 is a like View of said cylinder and piston mechanism with the piston at its lowermost point of travel.

Figure 7 is an enlarged view of the regulating tube with portions in section.

Figure 8 is a section of the same on the line 8-8 in Fi 7.

In these drawings A indicates the crank case of my improved engine and A indi cates oil pans into which cranks on the crankshaft dip during their rotation. A

9, 1926. Serial No. 80,303.

1 side of the crank-case A and is adapted to contain oil.

lVithin the crank case A are shaft bear- B in which a crank shaft B is mountc The shaft B is provided with cranks B Mounted on the crank case are working cylinders C in which are working pistons C. C are pitinan rods which are pivoted to the pistons C and mounted on the cranks B in the usual manner. The workcylinders C are provided with intake ports a see Figs. 3, which are uncovered by he pistons C when they reach their lower- .post point, and with exhaust ports a which 11': somewhat higher than the intake ports 0, so that they are uncovered by the pistons C e'iore the inlet ports 0 are uncovered by said he pistons C are provided with eflectors 0 which stand in front of the inake norts 0 when the pistons are at their travel, as shown in Fig. 3, to deliect the incoming upward in the c lin- J 4- m 1- a \lil C. to drive out une bllLilL gas, in the usual manner. VVit-h this arrangement as shown in l, the working pistons act ilternately, when one of said pistons is at he uppermost point of its travel the oppote one is at its loweri. ost point. The exiaust ports 0 communicate with an exhaust manifold D in the usual manner.

lilounted on the crank case A preferably between the working cylinders is a Vertical cylinder see Figs. 5 and 6, which is provided with inlet ports E and E which are covered by connections F and F, the connection F having a pipe which leads to a carburetor F see Fig. 1 of ordinary construction. The connections F and F are connected by means of a vertical tube F dept-ed to conduct explosive from the connection F to the connection F, as here- ".f'ter described.

1e tube F see Figs. 7 and S is provided with an inclined plate 7 at its upper end, which plate f is provided with alternate ridges f and grooves f and is perforated with holes f through the ridges f. As shown in Figs. 7 and 8 the tube F is turned with the high point of the inclined plate 7 toward the carburetor F This tube F can be turned in the connections F and F to adjust the inclined plate 7" in the upper end thereof, with reference to the incoming gas, so that the proper quality of gas is admitted to the lower inlet port a bottom pan which encloses the under E of the cylinder E. The cylinder E is also provided with outlet ports G and G which are covered by connections G and G to which ducts H and H are secured which lead to the inlet ports 0 of the working cylinders C of the engine.

Within the cylinder H is placed a sleeve valve J which is closed at each end, and is provided. with ears J on. the bottom there- 3 of to which a pitman J is pivoted, the lower end of which is mounted on a crank J 3 on the crank-shaft B. The sleeve valve J is provided with inlet ports 7' and j, and with outlet ports j and 7' Within the sleeve valve J is placed a piston K, which 1s provided with pins K which extend outwardly through slots in the walls of the sleeve valve J, and cylinder E, and pivoted on said pins K are pitmen K which extend to and are mounted on cranks K on the crankshaft B.

The crank J causes sutlicient reciprocal movement of the valve sleeve J to cause the inlet and outlet ports j and 7" and 7' and to alternately coincide for the inlet and outlet of gas from the carburetor F The cavity within the sleeve valve J is of less length than the travel of the piston K, but the throw of the crank J is suiiicient to move said sleeve sufficiently to permit the full travel of the piston K therein.

L indicates paddle wheels mounted on the crank shaft B adapted to throw oil from the pan A into the lower end of the cylinder E to keep it lubricated.

While I have shown cranks K and J 3 to operate the sleeve valve J and piston K, the same result could be secured by substituting eccentrics in place thereof.

In operation, see Figs. 5 and 6, the crankshaft B turning in the direction of the arrow, the crank J being located in advance of the crank K on the crank shaft, the sleeve valve J has moved downward far enough to close the outlet port G, while the crank K is at its top center, which places the piston K at its highest point. -When the piston K starts its downward travel, the sleeve valve J moves simultaneously in the same direction, but because the crank K has greater throw than the crank J the piston K moves faster than the sleeve valve J, thereby arriving at the lower end of the sleeve valve J when said valve has past and closed the outlet port G in the cylinder E on the upward movement thereof. The piston K moving downward within the sleeve valve, reduces the pressure within the upper end of said valve, so that when the port j in the wall of the sleeve valve J coincides with the inlet port E in the cylinder E gas from the carburetor F will rush into said sleeve valve above said piston, and on the return movement of said piston K and sleeve valve said gas will be compressed, and

when the outlet ports G and coincide, will flow through the duct H into the working cylinder C connected therewith, the incoming gas in said working cylinder being deflected by the deflector c blows the consumed gas therein out through outlet port 0. Up on the upward movement of the piston K, gas is drawn into the sleeve valve J below said piston through the inlet portE when the port y" coincides therewith which will be forced through the outlet ports and G when they coincide at the return movement of said piston and sleeve valve, and into the duct H, and thence into the corresponding working cylinder.

At each reciprocation of the piston K a measured volume of gas is drawn from the carburetor E into the sleeve valve J, and then forced into the working cylinder when the piston therein is at its lower point.

I It will be obvious that the sleeve valve J and piston K are operated by eccentric mechanism on the crank shaft, and that there is no other valve mechanism.

Having thus fully shown and described the construction and operation of my invention so that others can utilize the same, I do not desire to be limited to the exact construction shown and described, as many modifications and alterations can be made therein without departing from the scope of my invention, therefore what I claim as new and desire to secure by Letters Patent is:

1. In a device of the class described, a working cylinder having inlet and outlet ports, a crank shaft, a working piston in said working cylinder adapted to control said inlet and outlet ports, another cylinder having inlet and outlet ports, a sleeve within said last mentioned cylinder having closed ends and having inlet andoutlet ports in the wall thereof adapted to alternately coincide with said inlet ports and to alternately coincide with said outlet ports, a piston within said sleeve, crank and pitman mechanism operated by said crank-shaft to reciprocate said sleeve, and another crank of greater diameter and pitman mechanism operated by saidcrank shaft to reciprocate said piston within said sleeve to force a measured volume of gas into said working cylinder at each revolution of said crank shaft.

2. In a device ofthe class described, a pair of working cylinders having piston controlled inlet and outlet ports, a cylinder having inlet and outlet ports, ducts connecting said outlet ports with said inlet ports in said working cylinders, a sleeve valve having closed ends and having inlet and outlet ports in the wall thereof adapted to coincide with the inlet and outlet ports in said cylinder during the reciprocation thereof, a crank shaft, crank and pitman mechanism operated by said crank shaft to reciprocate said sleeve valve, a piston within said sleeve valve, and crank and pitman mechanism operable by said crank shaft to reciprocate said piston simultaneously and with relation to said sleeve valve, whereby measured volumes of gas will he alternately drawn into each end of said sleeve valve and forced through said ducts into said working cylinders.

3. In an internal explosive engine comprising a working cylinder having inlet and outlet ports, a crank-shaft, and a piston adapted to control said ports, of another 0 linder having inlet and outlet ports t rough the Wall thereof adjacent to opposite ends thereof, a closed ended sleeve valve in said cylinder having inlet and outlet ports through the wall thereof, a piston in said sleeve valve, crank and pitman mecha nism to operate said sleeve valve, another WILLIAM N. TITUS. 

